Steam-engine



(No Model.) 3 Sheets-Sheet 1.

E. CHESHIRE.

I jSTEAM ENGINE.

No. 588,818. Patented May 7, 1895.

v mezzo] 3 Sheets-Sheet 2.

Patented May 7, 1895.

(No Model.)

E. CHESHIRE. STEAM ENGINE (No Model.) 1 3 Sheets-Sheet 3.

E. CHESHIRE. STEAM ENGINE.

No. 538,818. Patented May 7, 18.95.

I z2Vez2z 0r UNITED, STATES PATENT O FICE.

EDlVARD CHESHIRE, OF COVINGTON, KENTUCKY.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 538,818, dated May '7,1895.

Application filed April 11, 1894. Serial No. 507.086. (N model.)

To all whom it may concern.-

Be it known that I, EDWARD CHESHIRE, a citizen of the United States,residing at Covington, in the county of Kenton and State of Kentucky,have invented certain new and useful Improvements in Steam-Engines, ofwhich the following is a specification.

My invention relates, more especially, to steam-engines of theCorliss-type having variable, automatic cut-01f valve-gear and suitabledash-pot mechanism; and it consists'in a novel construction of valvereleasing-gear, an d valve as will be fully hereinafter described andparticularly pointed out in the claims.

In the accompanying drawings, Figure 1 is a'longitudinal elevation,partlybroken and in section, of my invention herein, showing the pistonat the beginning of a forward stroke, just after the acting valve hasopened or had the usual short lead, and also showing the exhaust-valveat the same end of the cylinder a short lap beyond its'closing-point;Fig. 2, a transverse sectional elevation,'on line 1 1 of Fig.1, on areduced scale, of my cylinder and its surrounding chest, but with thevalve-gear (excepting the wrist-plate, valvestems,'and bonncts) omitted;Fig. 3, a longitudinal section of one of the steam-valves and its outerbonnet, including also a cross-section of its surrounding shell orchamber and its outer automatic releasing mechanism; Fig. 4, a rear endview of the steam-valve and stem seen in Fig. 3 to clearly show thespline connection andwithdrawing-implement socket; Fig. 5, an elevation,partly broken and in section, of said steam-Valve releasing-gear, thesaid bonnet, and asm all portion ofthe valvechamber seen in Fig. 3, buton alarger scale;

- Fig. 6, an elevation of theinner sideor back of said valve-releasinggear seen in Figs. 3 and 5, including therein a cross-section of thevalvestem and a broken elevation of, the steam connecting-rod whichleadsto the usual oscillating wrist-plate; Fig. 7, a similar broken elevationof the said steam-rod, showing thereon a longitudinal section of thesleeve or encircling box and automatic latch-pin forming part of saidvalve-releasinggear; and Fig. 8a broken sectional plan of theparts seenin Fig.

7, but including therewith the oscillating arm or wrist-lever and thebearing-box for said. latch-pin, the latter being shown in full plan,

together with a plan of the cam which is journaled or otherwise properlymounted on the outer end of the bonnet and operated by the governor-rodfor the variable cut-off action of said releasing-gear. Figs. 3 to 8,inclusive, eXceptFig. 4, show the latch devices in active and firmlocking operation for the beginning of the stroke, with the steam-valveopen.

A represents the outer shell or chest within which I constructlongitudinal tubes or conduits, a and b, respectively, the conduit abeing suitably supported by webs a cast within the upper part of thechest and having a central steam inlet-orifice a and the conduit bsimilarly supported within the lower portion of the shell and providedwith a central exit- Qonduit a has within it at eithr 1' side its saidinlet-orifice a a central longitudinal re-inforcing partition a andforms the inlet or live-steam passage leading to the two upper,transverse induction-valvesB; and conduit 1) has a similar partition band forms the outlet or exhaust-passage departing from the two lower,transverse eduction-valves O.

A represents the lower, supporting walls or legs of the chest or shellA.

D represents the steamcylinder, constructed separate and apart from saidshell, and mounted within the latter, between the said upper and lowersteam conduits a and b,

and in the preferred manner I shall now describe. The internal-bore ofthe cylinder is the same from end to end, as usual, for the properfitting and working of the piston 0, but its outer-surface is providedwith single encircling ridges or elevations d at either end, whichelevations are of suitable Width and together constitute the onlyportions of said out er-surface necessary to be planed or dressed forsnugly fitting within the bore of the circular-openings in the oppositeend-Walls of said chest. Said end-walls of the chest or shell are ofsuitable depth to contain the flanged-heads C and C the latter having anordinary central stuffing-box C for accommodating the piston-rod o, ascustomary. A semi-dovetail groove or shoulder d .is preferably madearound the peripheral-corners of both said ridged-ends of the cylinder,and a pair of soft copper rings d is properly driven or seated into eachgroove, to form the desired steam packing or gaskets, (as best seen inFig. 1.)

It will be readily observed that the receding bottom of each of thesegrooves firmly seats the several gaskets against outward movementordislodgmentin use. This independent cylinder may he very readilyfinished, and inserted into position within the shell by driving orpressing force, and the said gaskets depended upon to make the properair and steam tight joints at both its ends. This cylinder may,therefore, be readily removed and replaced without affecting thesurrounding shell in the least, and expense attached thereto, includingany separate repairs, is materially less, eompared to that attending thereplacing of an entire new chest, valvechamhers and cylinder, in casethe latter should be defective and all were cast integral, as heretoforemade. Being constructed independent of said shell, as stated, it can becast on end, perpendicularly, and a better distribution of the materialcan thus he had therein over that of a cylinder cast horizontal integralwith its shell and valve-chambers and in a horizontal manner orposition, as hitherto practiced.

The bulk and Weight of my cylinder, independent of its shell andvalve-chambers, are evidently such that it can be readily dressed andbored, and the shell with its valve-chambers being also independent ofsaid cylinder, any dressing thereto or boring therein,especially to saidvalve-chambers, can be more readily accomplished than if the presenceand weight of said cylinder were added, if cast integral, as is clearlyobvious. Thus time, labor, and expense are saved to a marked degree inthis construction, while on a bulky and very heavy combined-piece, asheretofore made, the work has been difficult and tedious, and thereforemuch more expensive.

Spaces D, filled with confined air, are provided between the cylinderand the respective upper and lower steam-conduits a and b, and the sidesof chest A, (best seen in Figs. 1 and 2,) whereby a non-conductingair-jacket entirely surrounds the cylinder and properly insulates it andthe steam inlet-conduit, thus effectually obviating any undue cooling ofthe steam in said oylinderand induction-passage, and preventingradiation of heat or condensation of said steam.

D represents an upper air-chamber provided in the shell A above theinlet-conduit a, and fully extending over and rounding the corners abovethe induction-valve chambers,

as best seen at D in Fig. 1, and also extending downward at both sidesof said conduit (1, to meet and unite with the saidair-chambersurrounding the cylinder, (as best seen in Fig. 2,) whereby acomplete insulator or non-conducting jacket, filled with confinedwarm-air, entirely surrounds said conduit a for the proper protection ofthe live-steam within, and effectually prevents condensation of steamand radiation of heat therein, as aforesaid. The rounding of the cornersat D as stated,presents warm-air chambers at both ends, cornpletely oversaid induction steam-valve chamhers, and provides ample air-jacketprotection against radiation and condensation in said steam-valvechambers. These air-chambers may, if so desired, he filled with anysuitable non-conducting material, to further effect the saidadvantageous economical results, by way of preventing radiation of heat,and condensation of steam.

The bottom of the shell A is provided with confined-air chambers A",(see Figs. 1 and 2,) for further insulation.

The acting-portions of both sets of valves B and O, are of the usualsegment-of'a-circleform, and are mounted on stems or spindles, 2 and 3,respectively.

4 represents the inlet-port leading directly from each of the two induction-valves to the cylinder, being provided with strengthening crossbars or ribs 4!, and having no long passages intervening to be filledwith live-steam, (see Figs. 1 and 3;) and 5 represents the exhaust-portsleading directly from the cylinder to the eduction-valves, and thence toand through the exhaust conduit or passages, as usual, and also providedwith strengthening cross-bars or ribs 5. (See Fig. 1.) The opposite,circular ends orheads of the inductionvalves are each made with anoffset 7 the greater part of their circumference, to provide a suitablespace between said offset portions and the wall of the valve-chamber,(see Figs. 1 and 3,) and the central-bore of both said induction-valvesis made in two diameters, one diameter, which extends along a very smallportion only of the length of said bore and at its innermost or rearend, being made to suit that of the stem 2 operatively connectedtherewith by means of a spline 8, and the other diameter, which is coredfor the remainder or much the greater portion of the length of saidbore, being larger, so as to provide an annulus or space 9 around saidstem within the valve up to said part'of smallerdiameter, such annulusabout corresponding to the said space providedat both ends of the valveby the offsets 7. Annulus 9 and the offsets 7 in each induction-valve,are quite shallow, hut sufficiently wide, however, to permit upward bendor play of said induction-valves on their stems, in the event of extremecondensation or consequent excess of water in the cylinder, and saidexcess of water to readily pass upward temporarily in the steam-conduitthe instant the actingportions of said steam-valves rise from theirseats, and then to immediately drain downward, to the exhaust below, theinstant said steam-valves oscillate to open their ports 4. In order forthese steam-valves to thus properly rise from olf their seats, thereshould be sufficient elasticity in their stems, especially for the rearor innermost ends, and the opposite ends of both steam-valves must beclear of the end walls of their chambers, as shown at narrow-spaces 10in Fig. 3.

11 represents a detachable cap or head at the inner or rear end of eachinduction-valve chamber; and 12 is the usual bonnet detachably securedat the outer end of each said chambers. The outer ends of thevalve-stems 2 pass through and bear in the bonnets 12, as customary,.butare each made with a recess or countersunk portion at their principaljournaling points, which recess is provided with a long wearing-sleeve2', of bronze or other similar superior bearing-material, cast on orotherwise suitably applied thereto. The

usual stuffing-box 13 surrounds part of said,

' sleeve 2 within the inner portion of each bonnet, and a collar 14 isdetachably and adjustably secured by means of a countersunkscrew 15 onthe valve-stems 2, intermediate the said sleeves 2' and the shoulderedinner wall of the bonnet, to provide against outward endthrust, andalso, to compensate for wear of the valves;

12' are openings in the sides of thebonnets, to furnish ready access tothe parts within. (Best seen in Fig. 5.) The outer bearing-portions ofthe stems of both the exhaust-valves, lying within the bonnets,1are, ifdesired, made similar to those of the induction-valves, but it isobvious that they may be made in any other similar suitable mannerwithout affecting the objects of my form herein. These valves and theirmountings just described, are obviously very simple, and said valves,especially the steam-valves, may be very readily removed from theirchambers in either direction thus, viz: The valves being simply splinedto their stems, and said splines secured fast in the valves, the soleact of removing the bolts or screws 3 will permit the bonnets andvalve-stems to be withdrawn together, without disturbing the valves, or,if the latter are to be withdrawn too, then, by inserting the screw-threaded end or tip of any ordinary rod,'or similar suitablehand-impleme'nt, (not shown) into a screw-threaded socket s in thefore-ends of the valves, (see Fig. 3,) said valves may be readilywithdrawn and" replaced from the front, for any desired purpose; or, ifit is desired to withdraw the valves solely, without disturbing thestems and bonnets, or any other parts thereof, the screws 3 of the headsor end caps 11 are removed, and then, by inserting saidthreaded-implement into the threaded-socket 5 made in the rear-ends ofthe valves, (see also Fig. 3,) said valves themselves, but carryingtheir splines, may be withdrawn from the rear. Thus, the valves, theirchambers,

v to the outer end of the stem of each of the two induction-valves; andF, a short pendent arm or crank journaled on the outer shouldered-end ofeach of the several bonnets adjacent the attaching-hubs of said arms E,and

each provided with an upper camf, detachably secured thereto by means ofcountersunk-screw f (Figs; 1, 3, 5 and 8.)

F is the ordinary tripping-rod leading from each arm F to the governor.G represents an ordinary oscillating disk or wrist-plate journaledcentrally on the face of the cylinder-shell A and having four pins g, g,mounted thereon, (half of the disk and two of said pins, only, beingshown in Fig. 1,) the pins g permanently-connecting with the crank-armsh of the exhaust-valves by means of rods H, as usual, and the pins gdetachably connecting with'the inlet-valves by means of rods I,crank-armsE and asuitable releasinggear, the latter of which I shall nowdescribe.

The oscillating wrist-plate is provided, as customary, with the lateralstud or .pin G, to which is pivotally attached the ordinary hookrodwhich leads to the lever operated by the engine-shaft eccentric, (saidrod, lever, and eccentric, not being shown, as they are common in allOorliss' engines and need no illusconcave recess at its inner endforming a semi-circular hole or socket t" (best seen in Figs. 7 and 8),for the purpose hereinafter described.

In'each of the two steam-valve crank-arms E, I mount a wrist or box 6having a hollow shank e, which latter passes through the upper end ofsaid crank-arm and is firmly secured thereto by means of a nut 6 Withinthe wrist or box e, I providea through-passage or slot 8 havingtri-angular cross-bars orligaments 6*, above and below, to connect theouter and inner walls of said wrist together, the said slot or opening afreely accommodating the said flattened outer-end of steam- IOd I;

E is a sleeve, journaling on and encircling the wrist e, and providedwith elongated bosses E having'central openings 6 which latter registerwith each other and accommodate the said flattened outer-end ofsteanrrodI, and thereby furnish the proper bearings or slide-box therefor, thesaid slot e in the inner box-or wrist e, compensating for the propervibratory movements of said steam-rod.

J is a latch pin or,bolt engaging within the hollow-shank e, with itsinner end normally resting in engagement with the socket t" in thesteam-rod I (Figs. 3, 7 and 8), and its outer-end grooved at j, topivotally receive the upper fork or bifurcated-end J ofa lever J thelatter being pivotally mounted on a short shaft or pin j whose ends areseated in openings made in the side walls or ribs K constructed on theback of arm E. The lower portion of lever J from its pivotal pointdownward, lies snugly'between the said side-walls K, audits operation istherefore firm and steady, and free from any wabbling or lateral motion.The lower end of lever J projects slightly outward and engages the saidgovernor tripping-cam f, (Figs. 3 and 5,) a coiledspring J beingprovided at the back of said lower portion of said lever J ,whoseexpansive action keeps the said lower end in proper contact with saidcam, and also shoots the bolt above into instant engagement with thesocket t" in the outer-end of steam-rod I, for connecting the latterwith the steam-valve at the desired time for the pulling-motion inactuating said valve, and allowing the steam to enter the cylinder. Asuitable bolt or rod 3' passes through the lower portion of the lever Jand the crank-arm E, to accommodate said spring J and a suitable socketj is also provided in said crank-arm for the seating of the inner end ofsaid spring, (as best seen in Fig. 3.)

L represents a lateral, lower extension or arm on the several crank-armsE, adapted to operatively connect them and their inlet steam-valve withthe perpendicular rods or plungers M, the latter leading to the ordinaryvacuum and air dash-pots N below, and thus furnishing the customaryretractile and cushionin g devices employed to automatically andpromptly close the steam-valves in the cutofi operation, immediatelyafter either of the latch-pins J has been automatically withdrawn fromengagement with its socket t" in its steam-rod I, by the variable actionof the governor-rods and said latch-pins readily permitting the slidingof said flattened-end of the steam-rods over their end-faces to the endof the stroke, and, also, readily permitting the return of saidsteam-rods to normal position for the automatic shooting of the latch,(by means of the spring J into firm pulling-engagement therewith, (saidlatch resting within and against the socket-end of the hardenedsteelplate,) ready for another acting-movement of the steam-valve andconsequent advancing-stroke of the piston.

The usual drain-pipe m is provided in the bottom of the several bon netsto carry off any accumulations therefrom.

It will be seen that my construction of shell with supporting sides orlegs and its inner steam and exhaust passages, and air-chamhers,particularly the latter, and also its independent internal cylinder,enables me to dispense with the customary lagging or cleading, whichlatter has been unavoidable and necessarily resorted to heretofore forcovering the cylinder and valve-chambers, and in a very poor andinefficient manner, only, preventing the radiation of heat andcondensation of the steam.

My construction is simple, economical and effective and is, also, veryreadily produced and properly maintained in order and appearance withoutgreat labor and expense.

Although I have shown and described a particular form of steam cylinderand surrounding chest or shell, I do not make any claim for the sameinthis application as I have covered it in application Serial No. 530,716,filed December 3, 1894.

I claim- 1. In a steam engine, provided with cylindrical valve chambers,the combination of a rotary valve in each chamber, the stem of which isflexible, a crank arm secured to the outer end of the valve stem, awrist plate, and a rod from the wrist plate to each crank arm,substantially as set forth.

2, In a steam engine, provided with cylindrical valve chambers, thecombination of a bonnet secured at one end of each chamber,a flexiblevalve stem journaled in each bonnet, a hollow cylindrical valve securedat its outer end to one end of the valve stem, the diameter of the stembeing less than the bore of the valve, whereby the valve may rise fromits seat without atfecting the outer end of the stem, a crank armsecured to the outer end of the stem, the valve and the crank armbearing against the opposite ends of the bonnet to prevent longitudinalmovement of the stem, a wrist plate and a rod from the wrist plate toeach of the crank arms, substantially as set forth.

3. In a steam engine, provided with cylindrical valve chambers, thecombination of a hollow bonnet secured at one end of each chamber, avalve stem journaled in the bonnet, having a recessed portion therein, abushing in the recessed portion, a hollow valve secured at its outer endto the outer end of the stem, acrank arm secured to the outer end of thestem, the end of the valve and the crank arm bearing against the ends ofthe bonnet, whereby the free end of the valve may rise from its seat,and the valve and the crank arm may be removed with the bonnet, a wristplate, and a rod from the wrist plate to each crank arm, substantiallyas set forth.

4. In a steam engine, the combination, with rotary valves, of a crankarm secured to the outer end of each valve stem, a wrist at the outerend of the arm, a steam rod through the wrist, and connected with thewrist plate of the engine, a latch pin through the wrist,one end ofwhich is adapted to engage with the steam rod, a tripping cam, and alever pivotally secured to the crank arm, one end of which engages withthe latch pin and the other end engages with the cam, substantially asset forth.

5. In a steam engine, the combination, with rotary valves, of a crankarm at the outer end of each valve stem, a wrist at the outer end of thearm, provided with angular cross-bars, a sleeve upon the Wrist, providedwith elongated bosses, a steam rod through the bosses and the wrist, alatch pin through the stem of the wrist, the inner end of which is inengagement with the steam rod, a tripping cam, and a spring actuatedlever pivotally secured to the crank arm, one end of which engages withthe latch pin and the other end engages with the cam, substantially asset forth.

6. In asteamengine, the combination, with rotary valves of a crank armsecured to the outer end of each valve stem, said arm being providedwith perforated side walls, a wrist in the outer end of each arm, thestem of which is hollow, a steam rod through the Wrist, a latch-pinthrough the stem of the wrist, the inner end of which engages with thesteam rod, a lever pivotally secured between the walls of the crank arm,one end of which is in engagement with the end of the latch pin, a boltthrough the'lever and through the crank arm, a spring upon the boltbetween the lever and arm, anda tripping earn engaging the other end ofthe lever, substantially as set forth.

7. In astearnengine, of the type stated, the combination witha steaminlet-valve having a suitable stem projecting through the bonnet orbearing thereof, a governor-rod and accompanying tripping-cam on saidbonnet, a crank-arm on the outer end of said stem adjacent saidtripping-cam, a steam-rod operatively connecting the said crank-arm withthe usual oscillating wrist-plate, and a suitable dash-pot mechanism, ofa releasing-gear composed of an open, slotted wrist or box having ahollow-shank by which it is rigidly mounted in the outer end of saidcrank-arm, an outer sleeve or slide-box encircling around and jonrnaledon said slotted wrist or box and provided with a pair of registeringopenings, a horizontal pin or latch-bolt engaging said hollow shank ofsaid slotted-wrist,a ver tical lever pivoted between deep continuousribs or side-walls on the back of said crank arm, or lever, andengaging, at its upper, forked-end, the grooved outer-end of saidlatch-bolt, and, near its lower end, engaging an outwardlyexpansive-spring mounted on the back of said crank-arm, and said lowerend also engaging the said trip-cam on the bonnet, the outer end of saidsteam-rod being milled or flattened on its back a suitable distanceinwardly and provided with a suitable latch-socket, and engaging thesaid registering openings in the said outer sleeve or slide-box and thesaid inner slotted wrist or box, and the said latoh-bolt engaging saidsocket in the steam-rod, whereby due allowance and automatic devices areprovided for the customary variable cut-ofi motion controlled andcommunicated by the governor, substantially as herein set forth.

8. In a steam-engine of the variable cut-off type stated, thecombination, with a steamvalve crank-arm, of a releasing-gear composedof a slotted-wrist having a hollow shank attached in the outer end ofsaid arm, an orificed bearing-sleeve on said slotted-wrist, a latch-pinmounted in said hollow-shank, a spring-actuated lever pivoted to theback of said crank-arm and engaging, at its upper end, the saidlatch-pin, and, at its lower end,

' engaging any suitable governor trip-mechanism, and said latch-pinoperatively engaging a socket in the outer end of the steam-rod, thewhole being suitably mounted on the inlet-valve stem and adapted tooperate automatically, substantially as herein set forth.

In testimony of which invention I have hereunto set my hand.

EDWARD CHESHIRE. Witnesses:

' CHARLES R. DIEBOLD,

JOHN E. JONES.

